Elevator systems



April 3, 1956 D. SANTINI HAL 2,740,495

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ATTORNEY April 3, 1956 D. SANTINI ETAL 2,740,495

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ELEVATOR SYSTEMS ATTORNEY April 3, 1956 D. SANTINI Erm.

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BY ATTORNEY April 3, 1956 D. SANTINI E-rAL 2,740,495

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ATTORNEY April 3, 1956 D. SANTINI ETAL 2,740,495

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ELEVATOR SYSTEMS Filed March 17, 1953 14 Sheets-Sheet lO Nl K {ID/ 2 5 $(om KTl N ADL K2 i HT2 54 35 a s s 5 |50 also c|5o 0150 `2|| m2 ama m2 G2 asa ce2 HCM5 BST4 ST5 sDYTl TT'I':4 ST NT4 BTT? T BNT4 |504 l GTTYQ sT CNT d DTT7: T DNT4 STGFSTG ,osTe YnsTs i ggf- @92T I H3 V94T DNTf C0? Sars Soon WTNESSES: D941 INVENTORS Danilo Santini MMA Flg-T- und John Suozzo. QD BY@ m/Q/{/V) ATTORNEY D. SANTINI ETAL 2,740,495

ELEvAToR SYSTEMS 14 Sheets-Sheet ll MW X00) o vll wbw m im m5 w INVENTORS Danilo Santini BYand John Suozzo.

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April 3, 1956 Filed March 17, 1953 WITNESSES:

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WKZ/@Wfl ATTORNEY April 3, 1956 D. SANTINI ErAL 2,740,495

ELEVATOR SYSTEMS Filed March l?, 1953 14 Sheets-Sheet 14 Danilo Santini m Fig. l2.

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ATTORNEY United States Patent() ELEVATOR SYSTEMS Danilo Santini, Tenatly, and John Suozzo, Paramus, N. J., assignors to Westinghouse Electric Corporation, East Pittsburgh, Pa., a corporation of Pennsylvania Application March 17, 1953, Serial No. 342,821 98 Claims. (Cl. IS7- 29) This invention relates to elevator systems and it has particular relation to elevator systems wherein a plurality of elevator cars are arranged in a structure to operate as a bank.

rl`he problem of providing an eicient elevator system for a structure is complicated by the frequent variations in traffic demand or traffic pattern which are encountered. Although such variations or patterns differ for different structures, it will be helpful to consider the variations for a typical office building.

On each business day, a period is encountered during which a frequent demand for elevator service is encountered. This demand may be divided into three types of demand. Immediately before the start of the business day and usually towards the end of the lunch period a heavy demand for up travel from the lower-terminal floor is encountered. This may be referred to as an up peak.

Immediately after the close of the business day and usually at the start of the lunch hour, a heavy demand for travel towards the lower terminal floor is encountered. This demand for service predominantly in the down direction may be referred to as a down peak.

During the remainder of the business day, a demand for elevator service which is predominantly equal in the two directions of travel is generally encountered. The period of this demand for substantially equal service in the two directions may be referred to as an off peak.

Following the close of the business day, a period is encountered during which the demand for elevator service is infrequent or occasional. For example, such a period occurs during the night in most oliice buildings and similar infrequent demand for elevator service is encountered on holidays. Such periods may be termed off-hour periods.

Furthermore, the traffic demands during each of the foregoing periods need not be uniform. For example, during the off hour periods, the entry and departure of service personnel, such as charwomen, may introduce intervals of increased demand for elevator service.

The demand for elevator service further is complicated by the requirement that service be provided for an additional oor or oors located beyond one of the terminal floors. Thus, in oice buildings, it is often the practice to provide one or more basement oors which require elevator service.

Expressions such as traffic demand, service demand and trahie condition are herein employed to designate traffic pictures which may be utilized for specified control purposes. As pointed out below, such traflic demands or conditions may include calls for elevator service registered by call means, loading of elevator cars, elevator car stopping, direct functions or rate functions.

An elevator system may be designed for attendant operation or for automatic operation. In attendant operation, an attendant located in each of the elevator cars is available for supervising the loading of his elevator car, the unloading of the elevator car and the dispatch of the elevator car from a floor. Since the doors controlling the passage between his elevator car and the various oors ICC served by the elevator car are under the supervision of the elevator car attendant, the doors may be designed to operate at relatively high speed. In automatic operation, an attendant is not available for supervising the operation of each of the elevator cars. For this reason, it may be desirable to reduce the speed and kinetic energy of the doors associated with each of the elevator cars.

Although provision may be made to safeguard passengers of either automatic or attendant-operated elevator cars, such safety provisions are of particular importance in automatic elevator systems. Such safety provisions may include a safety edge or obstruction detector on each of the doors for the purpose of stopping the door before a passenger can be injured thereby.

Although aspects of the invention may be incorporated in elevator systems employing either a single elevator car or a number of elevator cars arranged in a bank, and although aspects of the invention may be incorporated in elevator systems arranged either for automatic operation or attendant operation, the entire invention may be considered adequately by reference to a bank of elevator cars arranged for automatic operation. For this reason, the following discussion will be directed primarily to such an elevator system.

in a bank of elevator cars arranged for automatic operation, the elevator cars may operate between two terminal iioors which consist generally of an upper-terminal lloor and a lower or street terminal door. A plurality of intermediate floors are located between the two terminal oors. In addition, one or more of the elevator cars may be arranged to travel beyond one of the terminal floors to serve an additional floor, such as a basement oor.

Each of the elevator cars generally has a motor for moving the elevator car relative to the associated building structure. In a preferred embodiment of the invention, the motor is energized from the generator of an individual motor-generator set.

in order to provide for registration of calls for elevator service, suitable call-registering means is provided. Such cali registering means may include first call-registering means, including an operating member located at each of the oors from which elevator service is desired in a first direction, such as the up direction. In addition, the callregistering means may include second call-registering means including an operating member located at each ot the floors from which elevator service is desired in a second direction, such as the down direction. Finally, third callregistering means may be provided for the purpose of registering calls for oors desired by the load within the elevator car. Such third call-registering means may include an operating member within the elevator car for each oor to which a passenger in the elevator car may desire to be transported.

To assist in directing prospective passengers to appropriate elevator cars, suitable oor signals, such as floor lanterns, may be provided for the elevator system. Thus, an up-floor lantern may be provided at each floor for each of the elevator cars which may move in an up direction from such floors. ln a similar manner, a down floor lantern may be provided for each of the elevator cars at each of the floors from which the associated elevator car may move in a down direction.

To assist in controlling the spacing of the elevator cars, a dispatcher may be employed for controlling the departure of the elevator cars from each of the terminal oors. Although the dispatcher may be responsive to the number or location of registered calls for elevator service, in a preferred embodiment of the inventicn the dispatcher includes means for dispatching successive elevator cars from each of the t rniinal floors at suitable intervals. The dispatcher may be of the rotational type but preferably a nonrotational dispatcher is employed.

select eachuof the elevator cars whichvis to be dispatched from such oor. The dispatcher further may condition the elevator car to be loaded.l ln an attendant-operated elevator car, the selection and instructions to load may be conveyed to a car attendant by pei'ationpfa suitable signal, -suchas a lamp.' However, in 4an 'automatic ele'- vatorv system the selection andy instructions to load preferably are conveyed by opening'the' vdo'ors'ofthe elevator car Whichis to be loaded and'V additionally illuminating a lantern to indicate that such elevator car is to be loaded for movement in'apredetermined direction.

Upon the expirationV of the lo'ading period, the dispatcher may start the elevator car. ln Van attendant operated system, instructions to start the elevator car may be conveyed to acar' attendant vby operation of a suitableA signal, suchasjalamp."However, in the auto matic elevator system herein' considered, the doors of the elevator' car are closed upon the expiration'of the loading" interval. Upon' closing, 'the doors Vinitiate the starting of the elevator car.v

Ifno elevator car isi available at one of the terminal floors, suchas the upper-terminal floor, at theitime the dispatcher normally would 'startan elevator car from such iioor, an up-traveling elevator car` may be conditioned to stop and reverseat the last floor reached by the elevator car for which a call for service is registered which may be answered by such elevator car.

In the automatic elevator system, the doors of each of the elevator cars are opened at each' of the intermediate floors Whenever the elevator car stops at an intermediate floor. The doors remain open for a suitable time and then automatically reclose. Upon reclosure, the elevator, car automatically starts in a lsuitable direction from the iloorv at which it. stopped.

The operation of the elevator. car doors at the terminal floors. may be somewhat different. lf. the elevator car arrives at a terminal lloor without passengers, its doors.

may remain closed until it is selected as the next car to leave the terminal floor. terminal floor with passengers to be discharged at such oor, the doors .of the elevator car may be opened and, upon expiration of a suitable interval, `reclosed until the can' is selected asthe next car to leave the terminal oor.

IfV the elevator systemH is arranged forsupervision by a starter attendant located Vat the lower terminal floor, provision may be made to .permit thel starter` attendant to hold open the` doors of any elevator` cars` selected to leave the lower .terminal4 floor. operated by a button located at, .a starter station positioned at the lower terminaloor adjacent theV elevator cars.

Suitable signals are provided` `for warning passengers that the doors are aboutlto.. close or that theA doors are closing. For exampleba buzzer. .maybeprovided` for each` of the elevatorcarsiwhich is designed to produce a soft buzzing sound shortly before the doors Nof. the elevator car start to close. Thepbuzzing sound continues for a'predetermined time which may be adjustable. Preferably, the buzzer does notsound during the opening of the doors. lf the doors of an elevator car are pre vented from reclosing, a suitable signal, such as that produced yby an intermittent, buzzer, will be produced afterrthe lapse of al suitable interval. Thereafter, the doors start to close, and-even though au obstruction is encountered, continue to close ata reduced speed.`

Each door of an elevator car is provided with suitable means for preventing the door from' striking an object in the reclosing path with an excessive impact. For

example, a safety edge may be provided on each ofthe y lf the safety edge is operated during the firstl portion of the reclosing path of the door,` the door is doors.

fully reopened and thereafter starts to reclose. If the safety edge encounters an obstruction during the final` portion of the closing travel of the door, the door. is

lfthe elevator car reaches thev Such means may be,

d As previously pointed out, if the door of an elevator car is prevented from reclosing for a substantial period of time, provision is made for positively reclosing the door at reduced speed, if necessary.

In accordance with the invention, the trac demand variations or the different trac patterns encountered by the elevator system are served byv different types or modes of operation each designed to cope with a specic traiiic demand variation or pattern. The elevator system is transferred from one mode of operation to another mode of operation automatically.

The transfer between modes lof operation maybe effected on a time basis. This lmay be suitable for an elevatoi system serving a building loccupied by a single company having employes who follow regular patterns during each business day. in such a case, a time clock may control the system to operate in a mode providing suitable up peak, oif peak, down peak and oif hours operation during definite' time intervals of each day.

Preferably.,l the transfer between modes of operation is in response to the traic demandv itselff To illustrate this type of transfer,l suitable operation of the system for various traic patterns and Ysuitable transfers between modes of; operation will be outlined.

ltwillrbe assumed first that no demand for elevator service exists. Suchabsence of demand may occur during olf hours periods, such as nights, in oce buildings. Under such circumstances, the elevator cars park at predetermined stations. Preferably, all elevator cars park at the lower-terminalfloor. VlfH a substantial time has elapsed since the last cally for elevator service was answered, the motor-generator setsof all of the cars may be stopped.: One of the elevator cars parked at the lowerterminal floors is selected as the next toleave the terminal floor. The'doors of all ofthe elevator cars may be closed. Alternatively, doors of the selected elevator car alone may be retained in open condition.

When a call for elevator service is registered from one tion which may be answered by such car. iny the event that the upper dispatcher isV conditioned to start an elevator car promptly when available, the selected car reverses at suchfarthest floor and returns to the lower-terminal floor. If -the upper dispatcher is not conditioned to. start an elevator car promptly when available, the selected elevator car proceeds tothe upper-terminal oorto bedispatched in a normal manner by theI dispatcher for such upper-terminal oor.

If calls for elevator service continue to be registered while the rst selected elevator car is in operation, a successive elevator car startsand operates inthe same manner discussed for the iirstselected elevator car upon the expiration of each dispatching interval of the dispatcher for the lower-terminal door. Thus, on receipt of an infrequent call for elevator service, a selected elevator car mayproceed to the'farthest floor for which a call isregistered which may be answered by such "elevator car and may reverserat such farthest iioor to return to the lower terminal floor. In response to a moderateincrease in the demand for elevator service, two or'more of the elevator carsmay be placedin operation and may proceed tothe upper-terminal Hoor tonbe dispatched in a normal manner by the dispatcherv for tl'iqefupper terminal door. Consequently, formoderatewdeniands ,forA elevator service, the elevator carsV may yope t from eac'hof the .terminal 'If an elevator carY arrives atthe, parking door with no .'fonfthroughtrips between the. terminaly fioorsl'and. may `be dispatehed at time. intervals,l

call for elevator service registered by the system and with all other elevator cars parked with their motor generator shut down, the selection of the next elevator car to be dispatched is transferred to the arriving elevator car. Upon the expiration of a suitable interval without further calls for elevator service, the motor generator set of the arriving car stops.

The next operation of the elevator system to be considered will be that in which a substantial demand for elevator service in the up direction exists. In accordance with the invention, the elevator system is transferred automatically to a mode of operation which may be designated up peak operation to serve this traic demand.

The demand for service in the up direction may be measured in various Ways. In a preferred embodiment of the invention, the service demand in the up direction is determined by a measurement of the rate of loading of elevator cars set for up travel at the lower terminal iloor. When this rate of loading exceeds a predetermined value, the system is automatically transferred to up peak operation.

For up peak operation, the elevator cars are placed in service successively as discussed for off hours operation or the cars may be already in oit-peak operation at the time the up peak occurs. For the up peak, travel of the elevator cars in the up direction is expedited. If desired, the iloors may be divided into groups or zones each having certain of the elevator cars assigned thereto. Thus, certain of the elevator cars may be assigned to accept passengers from the lower-terminal floor for a low zone of oors, whereas the remainder of the elevator cars may be assigned to accept passengers for a higher zone of floors.

In one embodiment of the invention, all of the elevator cars are conditioned to accept passengers from the lowerterminal floor for all of the floors served by the elevator cars. .Each of the elevator cars is assigned to travel to the farthest oor for which a call is registered while the elevator car is set for up travel which may be answered by the elevator car, and to reverse at such floor for return to the lower-terminal iioor. When the elevator system is tirst conditioned for such operation, any elevator car at the upper-terminal oor may be started immediately.

The elevator system may include further measures for expediting travel in the up direction. For example, certain or all of the elevator cars may be conditioned to disregard calls for down elevator service registered from floors.

Upon termination of the substantial demand for elevator service in the up direction, the elevator system may return automatically to off-peak or off-hours operation.

In accordance with the invention, when a substantial demand for elevator service in the down direction is registered, the elevator system may be transferred automatically to a mode of operation termed down peak operation wherein service in the down direction is expedited. Such a service demand may be measured in various ways. In a preferred embodiment of the invention, such service demand is considered to exist when the number of registered calls for down service exceed a certain number or quota, when an elevator car traveling in the down direction is loaded, when the elevator system is not heavily loaded in the up direction and when no elevator car traveling in the up direction has more than a predetermined load. When once conditioned to provide down-peak operation, the elevator system may continue to provide such operation until a suitable change in the service demand occurs. For example, when the service demand drops below a predetermined number of calls for down service, the elevator system may be returned to oit-peak operation.

When conditioned for down-peak operation, the elevator system may expedite service in the down direction in any suitable manner. ln a preferred embodiment of the invention during the down-peak operation the oors 6 are divided into a low-zone group and a high-zone group.v Certain of the elevator cars termed low-zone elevator cars are assigned to provide special elevator service for the low zone of tloors and the remainder of the elevator cars termed high-zone elevator cars are assigned to provide special service for the high zone of floors or, in some cases, similar service for all of the floors. All of the elevator cars may accept registered car calls for all of the floors served by the elevator cars. However, for some installations, it may be preferable to prevent the elevator cars assigned to the low zone from answering registered car calls. Under such circumstances, the floor lanterns for the low-zone cars at the lower terminal oor may be extinguished throughout the down peak operation. If desired, the oor lanterns for the high-zone elevator cars at the lower terminal iloor may be illuminated throughout the down peak operation.

Should the elevator system be placed on down-peak operation while a low-zone elevator car is in the high zone of tioors, the low-zone elevator car may operate for the remainder of its trip as a high-zone elevator car.

During down-peak operation, the low-zone cars may be conditioned to ignore registered up oor calls. However, if a low-zone elevator car stops at a oor in response to a registered car call, it may be conditioned to cancel any registered up floor call for such door.

Each of the elevator cars may be conditioned when travelin'7 up to reverse at the farthest tloor in its zone for which a call is registered which may be answered by such elevator' car.

Further improvement in the efficiency of the elevator system may be effected by conditioning any elevator car loaded at the lower terminal floor to reverse at the farthest iioor for which a call is registered while the elevator car is set for up travel which may be answered by such elevator car.

lf the system includes one or more basement floors, one or more of the elevator cars may be assignable to answer calls registered for such floors. lf such an elevator car arrives at the lower-terminal oor while traveling down, and a call for a basement floor is registered by the car-call registering means or by the basement oor-call registering means, the elevator car is conditioned to proceed to the basement tloor and is removed from control by the dispatcher for the lower terminal lioor until the elevator car returns to the terminal floor.

Each tloor lantern which is illuminated preferably is conditioned to be extinguished when the associated elevator car is conditioned to leave the door at which the lantern is illuminated. Even though the doors of the elevator car are reopened or held open, the lantern remains extinguished to discourage prospective passengers from entering the elevator car. J

It is, therefore, a first object of the invention to provide an improved elevator system comprising a bank of elevator cars.

It is a second object to provide an improved elevator system comprising a bank of elevator cars having automatic transfer between a first mode of operation and a second mode of operation.

It is a third object of the invention to provide an improved bank of elevator cars having automatic transfer between a first mode of operation for periods wherein substantially equal demand for service exists in two directions of travel and a second mode of operation for periods of greater demand for elevator service in one direction of travel.

it is a fourth object of the invention to provide an improved bank of elevator cars having automatic transfer between a first mode of operation for periods of substantially equal demand for elevator service in two directions of travel, a second mode of operation for periods wherein a substantial demand for elevator service in the up direction exists, and a third mode of operation wherein a substantial-demand .for elevator service v)in .the down. dirfefin exists.-

It isa fthz-object of the invention to provide an im,- provedclevator system of Athe type set forth in any of thelpreceding objects 4wherein nonrotational dispatching 1118211.15 are. incorporated it is a sixth. objecty ofthe invention to provide un improved elevator system wherein elevator cars provide expedited service in' one direction of travel in response to an increase in demand for elevator service in such direction.

It is a seventh object of the invention to provide an improved elevator system wherein an elevator car loaded at a terminal floor is assigned to reverse at the farthest oor reached by the elevator car for which a call is registered which may be answered by such elevator car.

lt is an eighth object of the invention to provide an improved bank of elevator cars wherein service in a predetermined direction is progressively increased as t e demand for service in such direction increases.

It is a ninth object of the invention to providel an improved. elevator system having means effective only during a predetermined time period and a predetermined service demand for providing a predetermined service.

lt is a tenth object of the invention to provide an improved elevator system responsive to predetermined demands for service from, each of a plurality' of zones of loors for providing a predetermined service.

Itis an eleventh object of theV invention to provide an improved elevator system wherein calls for elevator service are periodically canceled.

It is a twelfth object of the invention to provide an improved elevator system wherein elevator service is provided forpredeterrninedcalls for elevator service only during spaced intervals.,

Other objects of the invention will be apparent from the following description, taken in conjunction with the accompanying drawings, wherein:

Figure 1 is a view in elevation with parts broken away of an, elevator system in which the invention may be incorporated;

Fig, 2 is a viewv in elevation with parts broken away of an elevator car suitable for the system of Fig; l;

Figs. 3 to S are schematic views in straight line form showingV control circuits suitable for the elevatorV system of Fig. l;

Figs. 3A to 8A are key representations of electromagneticrelays and switches employed in the circuits of Fig. 3. If Figs. 43A to 8A are placed in horizontal alignment, respectively, with Figs. 3 to 8, it will be found `that corresponding coils and contacts of the two sets of figures areinhorizontal alignment; and

Figs. 9 to V12 inclusive, are schematic views showing portions of elevatorlsystems embodying Vaspets of the invention. l v

As previously pointed out, aspects of the invention mayV be incorporated in elevator systems having any desired number of elevator cars, arranged eithei-.for attendantY operation or for automatic operation and the elevator systems may be arranged to serve any desired number of doors, However, the invention maybe described ade quately with reference to anelevator system havinglfour elevator carsserving a building structurehaving seven. oors, one ofwwhichy is a basement floor, and arranged for fully automatic operation. v For this reason, the illustraf., tio-nV and description of the invention will be directed particularly to such a system.

The four elevator cars of thesystem are designated by the referenceV characters A, B, C and` D. It will be assumed that the elevator cars A and C may be assigned under certain conditions as low-zonecars to provide `preferred vservice for a low-zone group of iioors which include the oors, 3 and 4. Sincer the circuits fory these two carsk are-similar,zth e circuits for ,theelevator car -A are illust;ated in substantial detail..A It .will-bey understood,

that, the, control; circuits; for. theelevator-.can C, are similar. 1

to `those illustratedgforgthefelevator car vA.y For this reason most of the control circuits for the elevator car- C are omitted from the illustration.

It is assumed that, under certain conditions of opera-- tion, the elevator cars B and D may be assigned as highzone cars to provide service for a high zone of floors, including floors 5 and 6. Since the circuits for the cars B and D are essentially similar, circuits are shown in substantial detail for only the car B. Insofar as is practicable, circuits and components for the elevator car A are illustrated on the left side of Figs. l, 3, 4, 5 and 6, and circuits for the elevator car B on the right side of such figures.

The equipment and control circuits for the elevator cars- A, B, C and D include many similar components. For this reason, components for the cars B, C and D, which are similar to the componentsassociated with the elevator car-A, are identiiiedby the reference characters employed for the elevator car A preceded respectively by the .preh4 fixes B, C and D to indicate that the components are associated respectively with theelevator cars B, C and D.

For example, the elevator cars A, B, vC and D each havel associated therewith, respectively,l the lower terminal start relays SL, BSL, CSL and DSL. For this reference character,l the prefixes B, C and D indicate that the relays are associated respectively with the elevator cars B, C and D.

The electromagnetic switches and relays employed in the control circuits may have numerous contacts. For thisreason, each of the sets of contacts of a relay or switch is identified by the reference character employedfor the relayor switch, followed by a numeral or suffix indicating the specific set of contacts. For example, thereference characters SL1 and SLS indicate, respectively,

thefirst .and thirdsets of contacts for the lower terminal start relayl SL.

Two types of contacts are employed for the switchesl and relays. One type may be referred to as back or break contacts. Such contacts are closed when the associated switch or relay is deenergized and dropped out. The contacts are opened when the associated switch or relay is energized and picked up.

The second type of contacts may be referred to as frontor make contacts. Such contacts are open when the associated switch or relay is deenergized and dropped out. The contacts are closed-when the associated relay is energized and picked up.

For reference purposes, the following lists of apparatus specific to elevator car A and apparatus common to all of theelevator cars are set forth:

Apparatus for elevator ycar A 9 HCarcall detecting relay rI"I`Upperterminal relay NT-Upper-terminal next relay ST-Upper-terminal start relay LT-Lower-terminal relay NL-Lower-terminal next relay SL-Lower-terminal start relay MG-Motor-generator starting switch Apparatus common to all cars IJUR and IUR to SUR-Up-corridor-call registering re- In order to present the invention in an orderly manner, the apparatus and control circuits for each of the Figures 3 to 8 will be discussed separately. Thereafter, a number of typical operations of the entire system will be considered.

Since many similar components are employed in the apparatus and control circuits for the cars A, B, C and D, the description of the apparatus and controlled circuits will be directed primarily to those associated with the elevator car A. With the notation employed, similar components employed for the other elevator cars readily may be traced. If dlerent components are employed for certain of the elevator cars, these different components will be discussed as required.

F gure I Figure l illustrates the association of the elevator cars A and B with the building or structure served by the elevator system. The elevator car A is assumed to be stopped at the first floor of the building, whereas the elevator car B is assumed to be stopped at the fifth oor of the building.

It will be noted that the building is provided with a penthouse having a floor 10 on which certain apparatus of the elevator system is mounted. Thus, for the elevator car A, an electric motor 11 is provided having a shaft 12 on which is mounted a traction sheave 13 and a brake drum 14. A brake 15 of the'spring-applied magnetically-released type commonly employed for 'elevator systems cooperates with the brake drum 14 to stop or permit rotation of the motor 11.

Theshaft 12 also is coupled to a floor selector 16. This floor selector has a panel 17 on which is mounted rows of contact segments corresponding to the various oors serving the elevator car. For example, the panel 17 contains a row of contact segments a1 to a6 which cooperate with a brush ac mounted on a carriage 18. The carriage is reciprocated by means of a screw 19 which is mounted for rotation on the panel 17. This screw is coupled to the shaft 12 of the .motor through suitable gearing for the purpose of moving the carriage 18 relative to the panel 17 in accordance with movement of the elevator car A relative to the building which it serves, but at a reduced rate of travel. The contact segments a1 to a6 are associated` with control circuits, respectively, for the first to sixth floors andare engaged successively by the brush ac as the elevator car proceeds from the lower terminal or first floor to the upper terminal or sixth floor. The panel 17 also has a contact seg ment y6 positioned to be engaged by a brush yc. mounted on the carriage 18 when the elevator car A is at the upper terminal oor. As a further example, the panel 17 has a row of contact segments cb for the basement oor and c1 to c5, respectively, for the rst to fifth lioors which are engaged by a brush cc mounted on a carriage 18 as the elevator car A moves from the basement iloor to the fth floor. A contact segment Bzl is shown on the oor selector B16 for the elevator car B which is engaged by a brush Bzc when the elevator car B is at the lower terminal or first ioor. It will be understood that a similar contact segment and a similar brush are provided for the door selector 16. Additional contact segments and brushes also are provided but are not illustrated in Fig. l. The arrangement of these contact segments and brushes will be understood from the above discussion. It will be understood that the floor selector duplicates in miniature the movements of the elevator car and the oor selector is employed in a conventional manner for the purpose of controlling the connections of circuits as the elevator car moves in its hoistway.

The elevator car A is connected to a counterweight 20 through one or more flexible ropes or cables 21 which pass over the sheave 13. Each rope 21 is connected to the elevator car A through a pin 22 which has a flange or head 23. A compression spring 24 is located between the flange or head 23 and a bracket 25 which is secured to the elevator car. Consequently, the compression of the spring 24 is a measure of the load carried by the elevator car.

For certain control purposes, to be discussed below, it is desirable to provide a device which is responsive to the load carried by the elevator car. Such a device is represented in Fig. 1 by a load-measuring switch LMS having cam followers 26B and 26C which are actuated by cams 26 and 26A secured to the flange or head 23. Consequently, when sufiicient load, which may be full load, enters the elevator car to bring the cam 26 into engagement with the cam follower 26B, the switch is operated to open or close certain contacts LMS1, LMS2, LMSS, LMS6, and LMS7. Contacts LMS3 are normally closed and are open if one or more passengers are in the car. In addition auxiliary load-measuring contacts LMS4 are operated by the cam 26A for a smaller value of load in the elevator car.

The elevator car A carries an inductor slowdown relay E and an inductor stopping relay F which are employed in the slow down and stopping of the elevator car. Such inductor relays may be of a conventional type. For example, the inductor relay E has two break contacts El and E2. These contacts remain closed after the coil of the inductor relay is energized until the relay during the movement of the elevator car comes into horizontal alignment with an inductor plate UEP or DEP mounted in the hoistway within which the elevator car A operates. A separate inductor plate UEP is positioned to come into horizontal alignment with the inductor relay E in advance of each of the iloors at which the elevator car is to stop during up travel. A separate inductor plate DEP is positioned to come into alignment with the inductor relay E in advance of each of the oors at which the elevator car A is to stop during down travel thereof.

If the coil of the inductor relay E is energized, such energization alone is insufficient to pick up either' of the contacts E1 or E2. However, if the inductor relay E, while its coil is energized, reaches one of the inductor plates UEP, a magnetic circuit is completed which results in opening ofl the break contacts E1. Thereafter the break contacts may remain open until the coil E is deenergized, even though the inductor relay passes the inductor plate.

In a similar manner, if the coil of the inductor relay E is energiz'ed'and the inductor relay reaches one of the inductor plates DEP during down travel of the elevator yl1 car, the break `contacts V'E2 'open and remain open -until thecoil is 'deenergized K p IThe inductor stopping relay F 'cooperates "in a 'similar manner with the inductor plates UFP and DFP. It 'will be vunderstood that a separate indu'ctor plate UFP 'is positioned to be reached by the inductor 'relay F slightly in advance of 'each of the liloor's at which the elevator car A, while set lfor up traveling, is to stop. lA separate inductor plate DFP `is positioned to be reached 'by the induc'tor stopping relay 'F 'slightly in advance of each floor at which the elevator ca'r A may stop while it is set for down travel.

The elevator car A 'also contains a car Vstation provided with a 'plurality 'of car-call push buttons which may be operated 'to register calls for Voors desired by passengers within the elevator car. For example, the push button bc -may 'be operated to register a call for the basement oor. ln asimilar way, the push buttons lc to '6c may be operated to Vregister calls for the 'first to sixth loors.

The elevator car Arnay 'contain a push button 30 which may be operated 'to retain the doors of the elevator car in open condition.

'Provision may be made for conveying information concerning the elevator system vto passengers or prospective passengers. Thus, the elevator car A may contain a sign 3l which when operated informs passengers within the elevator car that the elevator car will leave soon. A second sign 32 may be provided to inform passengers, when operated, that another elevator car will leave tirst.

For each of the elevator cars, signals, such as door lanterns, may be located at the various floors to indicate the direction at which the elevator car will leave each oor -at which it is stopped. For example, the elevator car A has at the First hoor an up oor lantern lUL and a down oor lantern IDL.

lln order to permit prospective passengers located at the various floors to 4register 'calls for elevator service, suitable push-button stations .are located at the floors. Each `of the push buttons for registering a call for up service is identified by the reference character U preceded by a vprefix denoting the floor at which the push button is associated. in analogous manner, each of the push buttons associated with floor from which a -down call may be registered is identified by the reference character D preceded by a pre-tix denoting the specific oor with which the push button is associated. Thus the floor pushbutton station for the second floor includes an up-oor push button 2U and a down-floor push button 2D.

ln addition, certain information lmay be conveyed to prospective passengers at the floors. For example, at certain of the floor stations signs 76 may be provided which, when operated, inform prospective passengers that no up service is being provided from such floors.

At the lower terminal floor, a starter station is provided from which certain control operations may be performed. For example, at the starter station, a push button l34 may be provided which when operated holds open the doors of any of the elevator cars selected to leave the lower terminal floor.

Each of the elevator cars may be provided with suitable doors for controlling the passage between each of the elevator cars and the associatedvoors. The doors may be of any desired type, such as center-opening doors, side-opening doors, single-speed doors and two-speed doors. For present purposes, it will be assumed that the elevator car A has a side-opening single-speed door 37.

In many cases, it will be desirable to provide an intercommunication system for permitting two-way conversation between each of the elevator cars and the starter station. Such a system isillustrated in Fig. l by speakers 36 which may serve not only as speakers but as microphones. One of these is located at the starter station and one `in each of the elevator cars. lItwill be understood `rthat suitable equipment is 1provided for 'permitting 12. two-way conversation between the vstarter station and 'each of the elevator cars.

Figure 2 Fig. 2 shows in somewhat greater detail a suitable door structure for the elevator car A. A suitable door operator may be employed for opening and closing the door 37. In the embodiment of Fig. 2, the door operator includes an endless belt 38which is mounted for movement about spaced sheaves 39 and 40. One of the sheaves may be coupled to a motor 41 for rotation to open and close the door.

It will be noted that the door 37 has a link 42 connecting the door to one bight of the belt 38. Consequently, movement of the belt about the associated sheaves operates to open and close the doors 37.

Movement of the door 37 is utilized to operate certain mechanical switches. To this end, a cam 43 is secured to the door for the purpose of engaging cam followers of mechanical switches 44, 44A, 45 and 46. The switches 44, 45 and 46 are biased to their closed positions whereas the switch 44A is biased to open position. The cam 43 engages the cam follower for the switches 44 and 44A as the door 37 reaches its closed vposition for the purpose of operating the switches 44 and 44A. The switch 44 serves as a limit switch. The cam 43 engages the cam follower of the switch 46 for the purpose of opening the switch as the door reaches its full opened position and the switch 46, therefore, serves as a limit switch. The third switch 45 has its cam follower engaged by the cam 43 as the door in opening reaches an intermediate position. This switch is employed for permitting a limited opening of the door under certain conditions of operation. IThe switch 44A is closed as the door reaches its fully-closed position.

The door 37 preferably is provided with a device for detecting the `presence of an obstruction in the closing path of the elevator-car door. For example, the door 37 mayfbeprovided with a safety edge 47 which is connected to `the door by means of two parallel links 48 and 48A each having a first end pivotally connected to the safety edge and a second end pivotally connected to the door. By inspection of Fig. 2, itwillbe observed that the weight of the .safety edge normally maintains the safety edge extended slightly fromthe door 37. During the reclosing movement of the door 37, if the safety edge engages an obstruction, lthe edge is moved relative to the door '37 through a path determined by the links 48 and 43A. This movement of the safety edge operates through a cam 49 secured :to `thesafety edge to open -a normally-closed mechanical switch 50. If the obstruction is removed, the safety edge returns to the position illustrated and the switch 50 is YYreclosed.

l:If desired, .the safety-.edge `may be rendered inetective when ithe @door is yfully open. For example, when the door is `fu'llylopen the-.safety 'edge may 'be located against a Vstop which'prevents movement of the safety edge, Vor the safety edge may be concealed lin a well between the elevator car and thehoistway wallwhen the door is fully open. When the door starts to close the safety edge immediately Abecomes effective.

Information concerning movement of the door may befconveyed'topassengers and prospective passengers by suitable-signalling devices, such as buzzers 52 and 53.

Figure 3 lInFig. :3, control circuits are illustrated for the motor 11, v'the brake 115speed relay V, up switch U, running relay^M,'downswitch1D, holding relay G, inductor relays E and F, lupldirection relay W, down-direction relay X, noninterferencearelay T land door-safety relay Z.

'.'Energyfor`the 'control circuits is derived from a suitable :directcurr'ent fsourc'e represented by buses Lt and L2. lCe'rtain vof 'the-'control circuits 'for the elevator car A "are connected vfor energization 'between the bus L2 

